Packing for sleeve-valves of engines.



C. T. BANGS. PACKING FOR SLEEVE VALVES OF ENGINES.

APPLICATION FlLED MAH. I8, 1914.

Patented Apr. 10, 1917.

27m/67125072' @wr T@ am, L, S u 1 w/ HESTER T. BAE-@S, @F @'TAW, JILTJNES.

PCG FR SLEEVE-VALVES 0i? ENGHWES.

specification of Letters Patent, PmtQmtd hp@ im), llgli'ifo .application inea nieren 1e, 1ere.' anni no. sanare.

To an whom t may concerter Be it hown that l, Cmsrna T., Bancs, a citizen of the United Statesl of erica, and a resident of Ottawa, in the county of La Salle, State of illinois, have invented certain new and useful improvements in Packings for Sleev -Valves of Engines, of which the fllowing is aspecication.

This invention relates to means for packing that type of valve mechanisms for gas engines in which a pair of sleeve valves are operated in unison to control the inlet and outlet ports of the engine in the four-cycle operation of the same. And the present improvement has for its object to provide a simple and eicient formation and arrangement'of the packing. rings for the outer sleeve member of the valve, whereby leakage past the same is edectively prevented and with which the packing 1s protected from a direct action of the explosion during such cycle of the operation of ther engine.

In the accompanying drawings:

Figure l, is a vertical sectional elevation o f an engine embodying the present inven- 't1on, the piston and the valve mechanism being shown at a point midway the travel of the piston in the active downward stroke of the same under the stress of the burning gases in the combustion chamber of the engine.

' Fig. 2, is a detail sectional elevation, showing the piston and valve mechanism, at a point midway the travel of the piston in the next succeeding upward and exhaust stroke of the same. l

Fig. 3, is a similar view, showing the piston and valve mechanism at a point midway the trawel of the piston in the next succeeding downward and fuel intake stroke thereof.

Fig. 4, is a similar view, showing the pist0n and valve mechanism at a point midway the travel of the piston in the next succeeding upward and fuelAcompression stroke of the same.

Fig. 5, is a detail sectional elevation illustrating means for reducing the diameter of the .packing rings during the 'manufacture of the same'.

Fig. 6, is an enlarged detail section of the packin rings and accessories.

Similar reference numerals indicate like parts in the several views.

Referring to the drawings, 1 represents the engine cylinder preferably of the upright water jacketed type,

and having an upper lend and an open lower end as shown.

2 is the usual inlet-outlet passage disposed near the upper or closed end of the engine cylinder l, and extending laterally from.the losion chamber thereof, and ending in an annu Btl lar chamber 3 formedfgasrf* an expansion ofthe hereinafter described t valve chamber.

d is an orice formed centrally inthe' closure head of the upper end of the cylinder l, for the reception of an ordinary spark plug or other usual means employed to ignite the fuel charge in a continued operation of the engine.

5 is a casing or housing upon which the cylinder 1 is supported with its open lower end in free communication with the interior of said casing.

is the engine piston connected by pitman 7 to the crank shaft S, suitably journaled in the casing or housing et, aforesaid.

The parts so far described constitute usual portions of a single acting four cycle internal combustion engine, and may be of any `usual detail formation and arrangement.

In the present improvement, 9 is a valve casing preferably disposed at one side of the cylinder l, and preferably of the water jacketed type shown and cast integrally with the engine cylinder as shown. Said valve casing is formed with a cylindrical bore l0 open at both ends and constituting the valve chamber for the main and supplementary valve members hereinafter described. At

- bottom said valve chamber 10 opens into the interior of the casing 4 aforesaid, and at to is connected to the lower end of an ord1- nary exhaust pipe or trunk 11 and in the preferred construction shown in the drawings, the attaching ange ofthe annular follower gland 12 'of the packing means hereinafter described, is disposed between the upper end of the bore or chamber 10 and the lower end of the ex aust pipe or trunk 11.

13 is the fuelintake port or passage opening laterally into lthe bore or chamber 10 in a plane a distance below the inlet-outlet passage 2 of the engine cylinder above described, and having a pipe connection 1t extending to a carbureter or other usual fuel source.

15 is the main slide valve of an open ended cylindrical shell form, the periphery of which is of a plane formation and adapted to fit and slide in the aforesaid bore or chamber 10 of the valve 4casing 9, while its cylindrical inner wall is adapted to afford a seat .for the supplementary slide valve 5 hereinafter describe l 16 are lateral ports formed in the wall of the valve 15 and adapted, at the proper period inthe cycle of movements of the engine, to register with the annular chamber 3 and inlet-outlet passage 2 of the engine cylinder to provide anv extensive and free outlet for the burnt gases, and at another of said periods permit the inflow of fuel into thecombustion chamber of the engine.

17 is a lateral fuel inletlpassage formed in the wall of the valve 15 a distance below the exhaust ports 16 just described, and adapted at the proper period in the cycle of movements of the engine, to register with the before described fuel intake passage 13 of the 'valve casing 9.

18 are a pluralit of packing rings, preferably two in num er as shown, `and which are disposed in an annular recess at the upper portion of the valve chamber 10, aforesaid. In the present invention the valve rings 18 are formed of cast iron and with a tendency to resiliently embrace the periphery of the cylindrical sleeve valve 15, to form a tight -joint around the saine.

In the manufacture of said packing ring, each ring 18, will be turned in a suitable lathe or like machine, to a diameter slightly lar er than that of the cylindrical valve for which it is intended. Its circular wall is then cut or sewn to form the usual split -18 in the ring, after which the same is heated to a point above redness, and while in such heated condition is vexternally compressedl by a taper die or sleeve 18" or other ordinar vmeans, in order that a permanent set wil be effected in the metal' of the packing ring. By practical ,experiment and use it has been found that a piston ring so formed will'retain the reduced diameter thus imparted to it, and at the same time possess a resiliency the tendency of which is to return the ring to its normal reduced diameter above described. f The periphery of the pair of packing rings 18, will be preferably made tapering as shown, for convenience in the method of manufacture above described, and for useful coaction with the follower ring now "to'be described. Y

19 is a follower ring formed preferably with a tapering bore corresponding with the i tapering peripheries of the packing rings 18, and adapted to bear against the same. 6U Said follower ring will be split and formed contractile in manner similar to that dey scribed in connection with the packing rings 18, and as so vconstructed is adapted to aid by its contractile force, the contractile tendency of thel packing ring 18, in actual use.

20 is an annular housing fitting the aforesaid annular recess in the valve chamber 10, and forming a containing casing for the packing and follower rings 18, 19, aforesaid, and to such end said housing will have itsv `wall formed of an inverted L shape, in crosssection, with its to surface forming an' abutment for the fol ower gland 12, hereto-y fore described. v 21 is the supplementary valve above referred to, and which is arrangedto slide with the main valve .15 in coaxial relation -wall of the supplementary valveA 21, and

adapted at the proper period in the'cycle of movements of the engine, to register with Said supplementary valve -coin'V the ports 16 of the main valve 15 and withv f the inlet-outlet passage 2 of the engine cylinder to permit an inflowof fuel into the explosion chamber of the engine.

24, is a lateral fuel inlet passage forward in the wall of the supplementary valve 21, a

distance below the above -described lateral ports 23, andadapted at the proper period -in the cycle of movements of the engine to register with the lateral fuel ,passage 17 of the main valve 15 and with the fuel intake passage 13 ofthe valve casing 9, to permit an inflow of fuel therefrom.

. The two valves above described operate in unison, and receive differently timed reciprocating'movements from a mechanism operatively connected to the engine crank shaft 8, and preferably'by the particular mechanism shown in the drawings, and comprising a detail construction as follows 25 is a countershaft journaled in parallel relation to the engine shaft 8, and receiving motion therefrom by means of a pair of spur gears 26, proportioned to produce one revolution of the countershaft to two revolutions of the engine shaft 8.

27 and 28 are crank arms 'formed in the countershaft 24, and' disposed one in advance of the other, as shown, placed so that proper timing of the valves isvobtained, and individually connected to the main and supplementary valves 15 and 20, by connecting links 29 and 30.

The operation of the present valve mechanism is as follows With the parts in the position illustrated in Fig. 1, the ignition of the fuel charge in the combustion chamber of the engine has taken placeand the engine piston 6 moved halfqway down the piston chamber. As the engine piston continues its downward movement the main and supplementary valves 15 and 20 move from the position shown in Fig. 1, toward the position shown in Fig. 2,

' that its upper end uncovers the aforesaid,

p Laaaeei and as the piston reaches a point near the end of the down-stroke just referred to', the ports 16 of the communication with the annular chamber 3 and inlet-outlet vpassage 2, of the engine cylinder and at the same time the supple-v mentary valve 2l is moved downward so ports 16. Thedescribed movement of the valves opens the engine cylinder to the exhaust pipe vor trunk 11, and such open condition of the valves prevails during the next upstroke of the piston to attain a free expulsionof the burnt fuel charge inA the 'eng1ne cylinder.

'As the enginel piston nears the end of the upstroke just referred to, the supplementary valve 21 moves upward from the position shown 'in Fig. 2, toward the position shown in Fig. 3, and registers its ports 22 with the ports 16 and with the' inlet-outlet passage 2 and annular chamber 3, aforesaid, and simultaneously therewith the port 24 of said supplementary valve registers with the port 17 of the main valve and with the fuel intake port 13 of the valve casing, to permit thegaseous fuel to flow into the engine cylinder. This described opening of the valves continues during the next down or fuel intake stroke of the engine piston. 4

. As the engine piston nears the end of the ldown or fuel intake stroke just referred to,

the main and supplementary valves 15 and 21 move from the position shown in Fig. 3, toward the position shown in Fig. 4, so that as the engine pistonreaches the end of said down or fuel intake stroke communication between the engine cylinder and the exhaust pipe or trunk 11iV is closed. This closing aci tion continues during the next up or compresslon stroke of the engine piston to atmain valve 15 come into i tain the required compression of the fuel charge in the combustion chamber of the en e. y

t the required point in such fuel compression stroke, the firing of the charge is effected, to complete the first cycle of the operations of the engine, and a continued repetition of the same during the continued use of the engine.

Having thus fully described my said invention what I claim as new andl desire to secure by Letters Patent, is

1. In a packing for sleeve valves, the combination of a pair of inner contractile packing rings, the peripheries of which have a common taper, an outer contractile follower ring of a length approximating the combined length of said inner rings and formed with a tapering bore corresponding with the aforesaid taper of the inner rings and l bined length ofsaid inner rings and formed with a tapering bore corresponding with the aforesaid taper of the inner rings, and an annular housing inelosin'g said outer and inner rings and having an inturned annular fiange at one end,

Signed at Ottawa, Illinois, this 23rd day of February, 1914.

l CHESTER T. BANGS.

substantially as set forth. 

